Coupling-brake.



No. 680,676. Patented Rug. [3, 190i.

' J. J. SMITH.

COUPLING BRAKE. (Application filed Aug. 26, 1899. Renewed Dec. 28,1900.)

3 Sheets-Sheet I.

(No Model.)

Tki Nnnms FETERS co FNOTO-LITNOU WASHING'VON. u. c

J. J. SMITH.

COUPLING BRAKE. (Application filed Aug. 26, 1899. Rexiewed Dec 88,1900.)

Patented Aug. l3, I901.

3 Sham -Sheet 2.

(No Model.)

THE cams PEYERS co, PHoTo'uTno. WASHINGTON, o r.

No. 680,676. Patented Aug. l3, I90I. J. J. $MITH.

COUPLING BRAKE.

(Applic ationfiled Aug. 86, 1899. Renewed Dec. 28, 1900.)

3 Sheets-Sheet 3.

(No Model.)

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JOHN J. SHITH, OF PIERCE CITY, MISSOURI.

COUPLING BRAKE.

srncr'rroerron forming part of Letters Patent No. 680,676, dated August13, 1901.

Application filed August 28, 1899. Renewed December 28, 1900. Serial Ne41,416. (No model.)

To rtZZ whom it may concern:

Be it known that 1, JOHN J. SMITH, of Pierce City, in the county ofLawrence, in the State of Missouri, have invented a certain new anduseful OouplingBrake, of which the following is a full, clear, and exactdescription, reference being had to the accompanying drawings, whichform a part of this specification.

My invention relates to a certain new and useful mechanism incontradistinction to the air-brake on railroad and other cars and mayproperly be designated a coupling-brake, in which the brakes are appliedby the action of mechanism connected with and operated by thecar-couplings upon the slacking of the couplings incident to checkingthe speed of the train, andare released by the taking up of the slackbetween the cars as the engine begins to move the train, said mechanismbeing absolutely positive and automatic in its action to apply andrelease the brakes; and my invention consists in certain features ofnoveltyhereinafter described, and pointed out in the claims.

Figure 1 represents a side elevation of a tender, showing theapplication of my coupling-brake thereto. Fig. 1 represents a bottomplan view of the same. Fig. 2 represents a half-section of a box or flatcar, showing my coupling-brake applied thereto. Fig. 2 represents abottom plan view of the same. Fig. 3 represents an elevation, thedrawheads being in cross-section, showing the coupling mechanism wherebyin my coupling-brake the brakes are automatically and positivelyapplied, operated, and released, the view being intended to representthe coupling of the tenderand the car nextthereto. Fig. t represents abottom plan view of the same, the draw-heads being in cross-section.Fig. 5 represents a vertical cross-section on the line X X of Fig. 3.Fig. 6 represents a vertical cross-section on the line Y Y of Fig. Fig.7 represents a partial crosssection of the sleeve and collar on thecoupling-hook rod. Fig. 8 represents a detail view showing connection ofbrake-connection rod with its collar. Fig. 9 represents a crosssectionof the coupling hook, showing its connection to the hook-rod. Fig. 10represents a detail view of coupling-hook rod of car partly'broken away,showing couplinghook on its opposite ends. Fig. 11 represents a detailview of a preferred means of connecting the connecting-rod to thebrake-lever. Fig. 12 represents a detail elevation of the bracketsupporting the rock-shaft controlling the switching-lock.

Similar numerals refer to similar parts throughout the several views.

1 represents the frame of a locomotivetender.

2 represents the brake, which may be of any usual or desiredconstruction.

3 represents the brake-levers, and 4t represents the brake-rodsconnecting brake-levers, the same being the usual brake mechanism of thetender.

5, Figs. 2 and 2, represents the frame of a car, (as here shown the carnext the tender,) the brakes 6, being in this relation the brakes of thefront truck, only being shown; 7, the lever of the front brake; 8, thelever of the rear brake, and 9 the connecting-rod connecting the twolevers, as shown in Fig. 11. I preferably connect this connecting-rodwith the brake-lever by passing a rod through the lever and threading anut on the end of the rod, whereby the rod may be shortened between thelevers to take up the loss due to the wear on the brake-shoe, or suchloss may be taken up by tightening the nut on the link 9, connecting thelever with the brake-beam, it being understood that the brakes, lever,and connecting-rod of the rear truck are iden tical therewith and arenot shown.

10 represents the tender draw-head, and 11 the front draw-head, of theadjacent car, said draw-heads being secured upon the tender and car inthe usual manner.

12 represents the usual cushion-spring of the car draw-head.

13, Figs. 1 and 1, represents the couplinghook rods extending throughthe tender drawhead and having mounted thereon the coupling-hook 14within the draw-head.

15 represents a power-spring arranged or mounted upon the couplinghookrod within the draw-head, abutting at one end against the cross-head 16therein.

17 represents a collar, and 18 a sleeve, integral therewith, fixedlymounted on said rod, preferably, as shown, by key 19, passing throughthe sleeve and through the rod.

20 represents a depending perforated lug on the collar 17, connected bythe link 21 with the rear brake-lever, the arrangement being such thatas the locomotive pulls up the pull on the coupling will draw thecoupling-hook rod through the draw-head and compress the spring betweenthe collar 17 and the crosshead 16, and by the movement of the collarthrough the link 21 the levers will be operated and the brakes releasedor thrown off, and then as the locomotive slacks up, the pull on thecoupling being relieved, the expansion of the spring will carry thecollar forward and, through the link 21, will operate the brake-leversand set the brake.

22 represents the perforated depending lug on the sleeve 18, upon whichis pivotally mounted a link 23.

24 represents a rock-shaft having its hearing in lugs 25 formed ormounted on the forward end of the draw-head and provided with thecrank-arm 26, and the connectingbar 27, rigidly mounted on saidrock-shaft, is at its other end pivotally connected with the free end ofthe link 23, forming therewith a toggle, the purpose of which will benoted below.

28 represents a connecting-rod, connected with one end to the crank-arm26, and extending to the engine-cab is connected to one arm of the lever29, the other arm of said lever being within reach of the engineer inthe cab. The arrangement of these parts is such that when the pull onthe coupling compresses the spring the arms of the toggle will beextended with the moving backward of the sleeve into the position shownin dotted lines in Fig 3, and being thus extended the spring is lockedin its compressed condition and will not act to set the brake with theslackening of the speed until, through the lever 29, the engineerreleases the spring by throwing the arms of the toggle out of line, whenthe spring will at once act to set the brake. Thus while the action ofthe spring to set brakes is purely automatic it is fully under thecontrol of the engineer in the cab. The toggle when extended as shown indotted line in Fig. 3 also acts as an abutment to receive the shock ofimpact due to bumping of the car incident to sudden checking of thespeed in locomotive or irregular movement over a rough road.

30, Figs. 2 and 2, represents a couplinghook rod extending the entirelength of the car. Said rod lies or is carried in the channel or groove31 in the center sill 32 of the car, being supported and retainedtherein by the cross-bars 32, bolted upon the sill. Upon the end of saidrod is mounted the couplinghook 33,arranged to engage the coupling-hookof the tender or adjacent car, as shown in Fig. 4. Within the draw-headand bearing against the coupling-hook on the hook-rod is loosely mountedthe collar 35, arranged to slide longitudinally on said rod. 38represents a depending perforated lug on said collar, and formedintegral with said lug or connected therewith, as shown in Fig. 8, is alink 39, the opposite end of which engages the long arm of the lever 8of the rear brake.

40 representsa sleeve mounted on the hookrod and extending within thedraw-head. Immediately within the rear cross-head 41 of the draw-headsaid sleeve is provided with a collar 42, and at its rear end is alsoprovided with a collar 43, threaded thereon and having a dependingperforated lug 44,-to which is connected one end of the link 45, theother end of said link being connected with the long arm of the lever 7of the front brake. Said sleeve and collars are loosely sleeved upon andarranged to slide longitudially on said hook-rod. 47 represents a ringor stop fixedly mounted on said hook-rod beyond the collar 43 from thedraw-head.

48 represents a power spring mounted on the coupling-rod between thecollars 35 and 42. The coupling-hook rod, as above noted, extends theentire length of the car and at its other end is provided with acouplinghook, collars, sleeve, power-spring, and connecting-rodsconnecting the sliding collars with the brake-levers of the rear truck,and, being identical in construction, arrangement, and mode of operationwith the same parts shown and above described, are not shown.

In the operation in the construction above described, the car beingcoupled to the tender or an adjacent car, so that the draw-head 11 isthe forward draw-head and the pull on the coupling in the direction ofthe arrow A, by the pull on the coupling the couplinghook rod is drawnforward, and by the ring 47 engaging the collar 43 the sleeve 40 and thecollar 42 are drawn forward and the power-spring is compressed betweenthe collars 32 and 35, said collar 35 having a rigid bearing against thedraw-head at the end of the recess 46, in the under side thereof, as thehook-rod is drawn forward. By this action and the forward movement ofthe collar 43, the rear brake-lever 8 being held in a fixed position byits link connected with the rigidly-held collar 35, the frontbrake-lever is operated by its link, connected with the collar 43, torelease the brake, and then when the speed of the engine is slackened oron a downgrade as the pull on the coupling-hook rod is released theexpansion of the powerspring against the collar 42 will carry the sleeveand collar 43 backward and, through the link 45, will apply or set thebrakes, to be again released as the slack between the cars is taken upand the pull on the couplinghook rod applied as before. If, however, thecar is reversed and the coupling to the tender or adjacent car so madethat the opposite end of the car becomes the forward end and the pull onthe coupling-hook rod is in the direction of the arrow B, the collar 35will be drawn longitudinally by the action of said rod and the springcompressed against the collar 42, which will have a rigid bearingagainst the rear cross-head 41, holding rigidly through its sleeve andthe collar 43 the brake-lever 7, which, in such relation will become therear brake-lever, will be held in a fixed position by the link 45, andthe brakes released by the link 39, connected to the acting collar 35,and, again, on slacking speed or on downgrade when the pull on thecouplinghook rod is released the expansion of the spring will move thecollar 35 longitudinally and, through the link 39, will apply or set thebrake, it being borne in mind that the coupling-hook rod extends theentire length ofthe car and at its opposite end is provided with theidentical construction operating in the identical manner described toapply and release the brakes of the other truck and also that each carof the train being provided with like devices a continuous coupling isperformed throughout the train acting automatically and at once, whenfrom any cause a slack occurs between the cars, to apply or set thebrakes of the whole train or of any particular car where the slack mayoccur, and here will be remarked one of the leading advantages in mycoupling-brake system, in that if a car becomes detached from the trainor a break occur in the train, the pull on the coupling-hook rodceasing, the power-sprin gs will at once expand and the brakes on thecar or cars detached will be applied and the cars at once stopped, thus,it maybe, preventing serious accident and wreck. The advantage importantto be observed of the arrangement of the collars and mounting themloosely upon the coupling-hook rod is in that by so mounting they areadapted in their action with the power-spring to counterbalance orcounteract the eifect of the action of the cushion-spring of thedraw-head in backing or when the draw-heads bump together on a suddenstop or start on a rough road. It will be observed that when thedraw-head 10 of the tender presses against the draw-head ll of the carin backing or bumps against it in a sudden stop the cushion-spring willyield and the drawhead be carried back under the car, thus carrying thecollar 35 back therewith, the effect being to act upon the lever of therear brake and release the brakes or throw them out of their propercooperative relations; but the collar being loose on the coupling-rodand the collar 43 and sleeve 40 being also loose as said collar 35 ispushed back by the action of the draw-head the collar 43 will by theaction of the power-springs be also pushed back, sliding on thecoupling-rod, and thus as the consequent relation is maintained betweenthe collars 35 and 42 the brake-lever 7, operated by the collar 43, willbe drawn back to the same extent as is the brake-lever 8, and the properrelations of the brake to the wheels maintained.

Another very important advantage derived from the use of power-springsas arranged in the draw-head and the continuous couplingrods in mycoupling-brake system is therelief from a shock incident to the bumpingof the draw-head upon sudden stops or starts afforded to the cars anddraw-heads. lln the ordinary and usual arrangement in the sys* tems nowused when a sudden stop or start is made the draw-heads will bumptogether with terrific force, overcoming with the sudden crash theresistance of the cushion-spring, and at times almost sufficient tosplinter the car, the effect being the destruction of the draw-head orits mountings on the car and serious damage. In the arrangement of thepower-spring and continuous coupling-rod in my coupling-brake it will beobserved that in the case of a sudden stop or start or in backing as thedrawheads come together the force of the concussion is first taken up bythe coupling-hook, the ends of each being seated in a pocket of theopposing hook, and the coupling-hook of the tender being thrust back andlocked by the action of the toggle in the position shown in Fig. 3 indotted lines, the effect is that this force will act upon thepowerspring before the draw-heads come together, thus breaking the forceof the initial blow on the draw-heads and the consequent severe andsudden bumps and shock to the car, and, further, the coupling-rods ofthe several cars by the close union of the coupling-hooks forming asubstantially continuous unbroken connection throughout the train, theforce exerted upon the coupling-hook of the forward car or the car wherethe bump occurs will be distributed along said continuous coupling-rodthroughout the whole train, and thus the disagreeable and disastrousshock and damage to the car and breaking of draw-heads and other partsare relieved and avoided. I am aware that in the air-brake system thereis arrangement made whereby the brakes on such detached cars may beapplied through the action of the auxiliary reservoir under each car;but with that system a leaky airpipe or a defective valve may render thewhole apparatus useless and fail at the critical time to avert disaster,while with my system there are no pipes to leak and no valves to fail toact, thus insuring a certainty of action not found in the air-brake.

-When it is desired to make use of the brakes in switching the cars, Iprovide as follows: On the coupling-hook rod between the spring and thecollar 42 is loosely mounted a ring 49, on which is carried an arm 50,provided at its extremity with a hook 51. In the perforated lug 38 ismounted one end of a rocking lever 52, on the arm 53 of which isprovided a book 54, and said hooks 51 and 54 are so arranged that whenthe power-spring is compressed between the collars said hooks willengage one with the other and lock the spring, so that when the pull onthe couplinghook rod is relieved the spring is held from expansion tooperate and apply the brakes by such engagement of the hooks. The otherend of said rocking lever 52 is mounted in the swinging bracket 55,carried on the arm 56, extending beyond the end of the car, and at theside of the car said lever is provided with a crankarm 56 for operatingthe lever. 57 represents a tension-spring mounted on said rocking lever.58 represents a step formed on the brake-link 39 and arranged to supportthe hook-arm of the lever, and the hook 5st thereon is thereby heldready to engage with the hook 51 and lock the power-spring when it isdesired to set the same for switching purposes. When a car is to be cutout of the train and switched while the powerspring is compressed underthe pull on the coupling-hook rod by the rocking lever, the hook 54 isset up on the step 58 and the switchhooks 51 and 54 brought intoengagement, said hook 54: being retained upon the step and in engagementwith hook 51 by the action of the tension-spring 57 until the car outout moves to the point at which it is to be set down and stopped, whenby a thrust on the crank-arm of the lever the hook 54 is thrown from thestep and out of engagement with hook 51 and the power-spring is releasedand the brakes set and the carstopped. I also provide a lever 59,mounted on the bottom of the car, having one arm connected by the link60 with a perforated lug 61 on the brakelink 39, and on its other arm alink 62, connecting to the usual hand brake mechanism, which, being ofwell-known and familiar construction, is not shown, so that when it isdesired or necessary the brakes may be released by the hand brakemechanism, to be again applied by the expansion of the powerspring. Whenthe coupling is made, the coupling-hooks are held in engagement by thesprings 63, mounted within the drawheads, and the springs 64, carried onthe rings 65, mounted on the coupling-rods immediately adjacent to thebody of the coupling-hook.

The coupling-hooks are formed with a body portion 66 and a head 67,having on one side a recess 68, forming the hook 69, and are mountedupon the coupling-hook rods by threading thereon, as shown in Fig. 9,the point or end of the hook where the coupling is made being seated inthe pocket 70 of the opposing hook.

Having thus fully described the mechanism and operation of mycoupling-brake sys tem, what I claim as my invention, and desire tosecure by Letters Patent, is

l. A coupling-brake consisting of the combination with the brakemechanism of a drawhead, secured to the body of the tender, having across-head near its open end, acouplinghook rod extending through saiddraw-head, a coupling-hook mounted on' said rod, a collar mounted onsaid rod within said drawhead, a power-spring arranged on said rodbetween said collar and said cross-head, and a link connecting saidcollar with the brake mechanism, substantially as set forth.

2. A coupling-brake consisting of the combination with the brakemechanism of a drawhead, secured to the body of the tender, and having across head near its open end, a coupling-hook rod extending through saiddraw-head, a coupling-hook mounted on said rod, a collar mounted on saidrod and secured thereon by a key passing through said rod, a dependingperforated lug on said collar, a link connecting saidlug with the brakemechanism, and the power-spring arranged on said rod, between saidcollar and said cross-head, whereby the pull and slack of the train onthe coupling will operate the release, and apply the brakes,substantially as set forth.

3. In a coupling brake the combination with a draw-head secured to thebody of the ear, and leaving the cross-head near its open end, acoupling-hook rod mounted in said draw-head, a coupling-hook mounted onsaid rod, a collar mounted on said rod in the drawhead, a power-springarranged on said rod between said collar, and said cross-head,a sleeveon said collar provided with a depending perforated lug, a linkconnected with said lug, a rock-shaft provided with a crank-arm mountedon the draw-head, a bar secured upon said rock-shaft connecting withsaid link, and a rod connected with said crank-arm, and with a lever inthe engine-cab, substantially as and for the purpose set forth.

4. In a coupling brake the combination with the brake mechanism, adraw-head, having a cross-head near its open end, a coupling-hook rodextending through and arranged to slide longitudinally in saiddraw-head, and a coupling-hook mounted on said rod; of a collar fixedlymounted on said rod within the draw-head,a power-spring arranged uponsaid rod, between said collar and said crosshead, and a link connectingsaid collar with the brake mechanism, substantially as set forth.

5. In a coupling brake the combination with the brake mechanism,thedraw-head, the coupling-hook rod extending through, and arranged toslide longitudinally in the drawhead, and a coupling-hook mounted onsaid rod, of a collar fixedly mounted on said rod, a sleeve on saidcollar provided with a depending perforated lug, a rock-shaft mounted onsaid draw-head, a toggle connected with said shaft and with said lug,and a link connecting said collar with the brake mechanism;substantially as and for the purpose set forth.

6. A coupling-brake consisting of the combination with the brakemechanism, and a draw-head having a cross-head at its inner end, of acoupling-hook rod provided with couplinghooks, extending longitudinallyunder the car, a forward collar mounted on said rod, arranged to bearagainst the head of the coupling-hook, a collar mounted on said rodwithin the draw head arranged to bear against said cross-head of thedraw-head, an external collar mounted on said rod, connected with saidinternal rear collar, a powerspring mounted on said rod between saidcol- IIC lars within the draw-head, and links connecting said forwardcollar, and said external rear collar With the brake mechanism,substantially as set forth.

'7. A coupling-brake consisting of the combination with the brakemechanism, and a draw-head of a coupling-hook rod, provided withcoupling-hooks at its end, arranged to slide longitudinally through thedraw-head, a collar mounted on said rod Within the drawhead, an externalcollar mounted on said rod connected with said internal collar, apowerspring mounted within the draw-head,having a fixed bearing at itsforward end, and arranged to be compressed by said internal collar upona pull upon the coupling, and a link connecting said external collarwiththe brakemechanism, substantially as set forth.

8. In a coupling-brake the combination with the draw-head, and thecoupling-hook rod, arranged to slide longitudinally through saiddraw-head, and provided with couplinghooks at its ends, a collar mountedon said rod within the draw-head, a collar mounted on said rod to therear of the draw-head, connected by a sleeve with said internal collar,and ring fixedly mounted on said rod, and arranged to bear against saidexternal collar upon a pull upon said coupling-rod, substantially as setforth.

9. The combination with the brake mechanism and a car-couplingconsisting of a coup ling-rod extending the length of the car, andprovided with coupling-hooks on its ends, of a sleeveloosely mounted onsaid rod, and provided with collars at its ends, a link connecting oneof said collars with the brake mechanism, a power-spring mounted on saidcoupling-rod and arranged to bear against one of said collars to controland operate the brakes; and a ring fixedly mounted on said rod,cooperating with said collars and sleeves, substantially as set forth.

10. The combination with the brake mechanism and acar-coupling,consisting ofa coupling-rod extending the length of thecar, and provided with coupling-hooks at its end, of a collar looselymounted on said rod, adjacent to the coupling-hook head, and a linkconnecting said collar with the brake mechanism, and a power-springmounted on said coupling-rod and arranged to bear against said collar tocontrol and operate the brakes; substantially as and for the purpose setforth.

11. The combination with the draw-heads of a railroad-car, and aear-coupling consisting of a coupling-rod, extending the length of thecar, provided with coupling-hooks at its ends, and arranged to slidelongitudinally through the draw-heads, of a collar loosely mounted onsaid rod, adjacent to the coupling-hook heads, a brake-link connectedwith said collar, a collar loosely mounted on said rod within thedraw-head, at its rear end, an external collar on said rod, connectedwith said internal collar, a ring fixed on said rod adjacent to saidexternal collar, a brake-link connected with said external collar, and apower-spring arranged on said rod, between said internal collars,substantially as and for the purpose set forth.

12. In a coupling-brake, the combination With a draw-head, acoupling-rod provided with coupling-hooks at its end,a collar looselymounted on said rod, Within the inner end of the draw-head, a sleeve onsaid collar ex tending beyond the draw-head, a fixed stop on said rod tolimit the movement of said sleeve thereon, a brake-link connected withsaid sleeve, a collar loosely mounted on said rod, adjacent to, thecoupling-hook head, and provided with a depending perforated lug, anunderhanging step on said lug, brake-link connected with said collar,and a powerspring arranged on said rod between said collars, of a ringon said rod adjacent to said rear inner collar, a forwardly-extendinghook, on said ring, a rocking lever mounted in said perforated lug, andin a hanging bracket at the side of the car, a bell-crank on saidrocking lever, arranged to be seated on said step, a hook on saidbell-crank, arranged to be engaged by said rear hook, when thepowerspring is compressed, a tension-spring on said lever to retain saidbell-crank on said shelf and an arm on said lever for operating thesame, substantially as set forth.

13. In a coupling-brake the combination with a coupling-rod, providedwith a coupling-hook at its end, and a power-spring arranged upon saidrod,of a collar on said rod at one end of said spring provided with adepending perforated lug, an underhanging step on said lug, a rockinglever mounted at one end in said lug and at its other end in a hangingbracket at the side of the car, a bellcrank on said lever, provided witha hook, and arranged to be seated on said step, a tension-spring on saidlever to retain said bellcrank in its seat, means for operating saidlever, a ring on said rod at the other end of the spring, and afor\\-'ardly-extending hook on said ring, arranged to engage saidbellcrank hook to lock said spring under compression, substantially asset forth.

14. In a coupling-brake a coupling-rod extending under the car, andprovided with a coupling-hook at its end, a collar on said rod providedwith a depending perforated lug, an underhanging step on said lug, arocking lever mounted at one end in said lug, and at its other end in ahanging bracket at the side of the car, a bell-crank on said lever,provided with a hook, and arranged to be seated on said step, atension-spring on said lever to retain saidbell-crank on its seat, andmeans for operating said lever, in combination with the brake mechanism,a link connecting said collar with the brake mechanism, and apower-spring mounted on said coupling-rod and bearing against saidcollar for controlling and operating the brakes; substantially as setforth.

15. In a coupling-brake the combination with the'brake mechanism, thedraw-head of a coupling-rod provided with a coupling-hook at its end,arranged to operate in the drawhead, of collars loosely mounted on saidrod connected each independently with the brake mechanism, apower-spring mounted on said rod between said collars, and arranged tobe compressed between the same, and by its expansion to set the brakes,and a ring fixedly mounted on said coupling-rod and arranged to operateone of said collars to compress the spring in one direction;substantially as set forth.

16. In a coupling-brake the combination with the brake mechanism, thedraw-head, and a coupling-rod, provided with a couplinghook on its end,arranged to operate in the draw-head, of a collar on said rod, a linkconnecting said collar with the brake mechanism, a power-spring on saidrod, bearing against said collar, and arranged by its eX- pansion to setthe brakes, and a hand brakelever pivotally mounted on the under side ofthe car, connected with said link, and with hand brake mechanism, tocompress the spring, and release the brake, substantially as set forth.

JOHN J. SMITH.

Witnesses:

F. L. WILKINSON, 'iHos. II. RIDDLE.

